Railway-car-door lock



Nov. 1,1937. 1,647,225 4 I J. A. HICKS v RAILWAY cm noon LocK Filed Nov. 10. 1921 6 Sheets-Sheet 1 I v N N 9 Ex 5 Pork Auxiliar Keservozi- 2g 2.9 Triple Valve i NOV. 1, 1927.

J. A. HICKS RAILWAY CAR DOORLOCK Filed Nov. 10,1921

6 Sheets-Sheet 2 Nov. 1 1927;

J. A. HICKS v v RAILWAY CAB DQQR max I 6 Sheets-Sheet 3 Filed Nov. 10, 1921 6cm nag "IIIIIIIIIIIIJmIIIIIII. "I "IIIIJ s 1,647,225 J. A. HICKS mum run! CAR nook LOCK. 7

Filed Nov 10, 1921 s sn m snm 5 ch/155A. 1%116 Patented Nov. 1, 1927.

UNITED. STATES PATENT OFFICE.

JAMES AMOS HICKS, OF ATLANTA, GEOBGEA, ASSIGL'OR, BY DIRECT AND MESNE AS- SIGNMENTS, TO AUTOMATIC OAR LQC-K PORATIGIT OF GEORGIA.

COMPANY, GF ATLANTJL; GEORGIA, A COR- nAILwAY-oiin-noon rook.

Application filed November The present invention relates to improvements in fastening means or looks for the doors of railway cars,-especially freight cars; and the particular object of the inventory, and railroad companies are constantly suffering large losses by reason of defects in the locking means at present employed.

According to the present invention, actuation of the lock to permit opening of the car door is controlled by fluid pressure means such, for example, as the fluid pres sure brake apparatus with which all railway cars are commonly equipped; and means are provided whereby the lock can only be released by the holder of a proper key and the assistance of another party. i

A further object of the invention is to provide a means for securing the door of a freight car in closed position so that movement thereof, relative to the car body, which would tend to wear or place unduestrain upon parts of the lock mechanism, is prevented.

The invention will be more particularly described in the following specification, in which reference is made to one embodiment thereof that is illustrated in the accompanying drawings. 8

It will be understood that in the drawings many of the parts are shown more or less conventionally, and that the invention is not to be considered as limited to the particular arrangement illustrated in the drawings, except in so far as the same is specifically mentioned in the claims hereinafter presented.

In the drawings Figure 1 is a side elevation of a portion of a railway freight car having an embodiment of the invention applied thereto.

Figure 2 is an elevation, on an enlarged scale, of the lock means, per se. V

Figure 3 is a horizontal section, substantially on the lines 33 of Figures 2 and l.

Figure a is an elevation of parts of the lock mechanism detached from the car.

Figures 1 and 49 are sections on the line 10, 1921. Serial No. 514,306.

aa of Figure 4 looking, respectively, to theright and left.

Figure 5 is a vertical section on the line 5o5 of Figure 2.

Figure 6 is an end elevation of the latch devices.

Figure 7 is a sectional view on the lines 7-7 of Figures 2 and 4:.

' Figure 8 is an elevation of the escutcheon plate of the lock;

Figure 8 is a sectional view on the line 8 -8 of Figure 8;

Figure 9 is a section on the line 99 of Figure 8.

Figure 10 is a sectional view through the lock control valve, substantially on the line a:m of Figure 2.

Figure 11 is a section on the line yy of Figure 10.

Figure 12 is a detail sectional View of the retaining valve.

Figure 13 illustrates in end and side elevation a key adapted to actuate the look.

Figure 1 1 is an elevation of one of the auxiliary door securing devices showing the same in inoperative position.

Figure 15 is a horizontal section of Figure 14 showing the parts in operative position.

Figure 16 is an elevation-of the hasp in inoperative position.

Figure 17 is an elevation, on an enlarged scale, of the securing devices arranged at the opposite side of the door from that ad'- jacent the hasp.

Figure 18 is an end elevation of the parts shown in Figure 17, the side of the car being in section substantially on the line 18 18.

Figure 19 is a horizontal section on the line z-e of Figure 18.

Referring to the drawings, in which like parts are designated by the same reference characters in the several figures A indicates a portion of aside wall of a railway freight car, and Ba sliding door movable to and from a position to close the usual door opening formed in such wall.

As shown, the door B is supported by rollers 5 running on an overhead track rail A and by rollers 1 that engage a lower track rail A Of course, the present invention is applicable to various forms of freight car doors and is not at all limited to the particular door construction herein illustrated.

The lock for maintaining he door in closed position comprises a latch which is pivotally mounted within a suitable casing secured to the inner face of the car wall A at one side of the door opening; and a hasp which is connected with the door and adaptd to project inwardly therefrom and beyond one edge into position to be engaged by the latch when the door is in position to close the opening in the car wall.

The latch casing includes a face plate 1 which is secured by bolts or other fastening means about an opening formed in the side wall A and the several parts of the latch and the devices controlling movement thereof are supported on the inner face of said plate. The latch comprises a hook shape member 2 which has a sleeve 3 loosely sur rounding a stud suitably supported in the latch casing and a rearwardly extending arm 5 having a bifurcated sleeve 6 engaging the stud 1 on opposite sides of the sleeve 3 of the hook member 2. The sleeve 3 of the latch member 2 is provided with a peripheral lug 7 that projects beyond'both sides of the sleeve and across periphera ly projecting lugs 8 on the sleeve portion 6 of the member 5. A spring 8 surroi'mding a rod pivotally connected with the latch member 2 and bearing against an abutment on said rod and an abutment on the depending arm of the member 5 acts to normally hold the latch in a substantially horizontal position, as shown, while permitting the member 2 thereof to yield downwardly as the door hasp, hereinafter more particularly referred to, comes into engaging relation therewith.

The tail member 5 of the latch is also provided with a radially projecting arm 9, the free end of which extends into a socket or recess formed at the free end of a tumbler men'iber 10. The member 10 is provided with a hub 11 that has a b aring in the rear wall 12 of the latch casing, said wall being suitably riveted, or otherwise connected, to abutments on the front wall 1. In the forward face of said tubular member is formed a socket 13 having diametrically opposite grooves 13 formed at its inner end to receive the wads on a suitable key by means of which said tumbler may be oscillated and through its engagen'ient with the latch move the hook member 2 downward from normal horizontal position to permit the door hasp to be moved from engagement therewith. A stop 5 in the path of the tail member 5 limits movement of the latch in the opposite direction.

The tumbler .10 is held in proper position relative to the latch by an escutcheon plate ltwhich is secured to the plate 12 and pro .vided with-a key slot 15 correspondi to the shape of the socket 13 and diametrical grooves 13 of said tumbler. An aperture 16 is formed in the front plate 1 of the latch casing so that the key may be readily introduced through the plate 1 1 into engagement with the tumbler when a guard plate 17, which normally extends across the inner end of said aperture 16, is moved to inoperative position.

The guard plate 17 has a lateral extension 18 which is connected to a stop 19 that extends over, and lies in the path of, the tail member 5 of the latch. The stop 19 is, through a link 20, connected with an arm 21 that extends laterally from a piston rod or stem 22- extending upwardly through an opening in the top of a fluid pressure cylinder 23 that is bolted, or otherwise secured, to the rear wall 12 of the latch casing.

011 the stem 22, within the cylinde 1 is secured a piston, and at its lower end said cylinder communicates through a suitable conduit with the exhaust passage of a triple valve arranged in the fluid pressure bral r' system of the car.

A spring 24 surrounding the piston stem between an adjustable abutment thereon and an abutment 26 that extends rearward from the rear lat-ch casing plate 12 acts to normally maintain the guard 17 across the opening 16 and the stop 19 in such position that the latch cannot be turned to disengage its hook end from the door hasp. There fore, it will be seen that before any person, even one authorized and possessing a proper key for actuating the tumbler 10 and latch, can insert the key, it is necessary to move the guard and stop 19 to inoperative position, which can only be accon'iplished by admitting fluid pressure to the cylinder 21-3 below the piston therein.

As previously stated, it is preferred to obtain the iluid pressure required to thus shiftthe key-hole guard 17 and stop 19 from the triple valve exhaust through valve 27, movement of which is effected by a handle 28. The valve 27 is preferably introduced into the i'iuidpressure brake system of the car, and, as shown. is a three-way valve. As

illustrated, the handle 28 is in running position in which the valve connects the triple valve exhaust conduit 29 with a conduit 30 that comn'umicates with a retaining valve on the car (not shown). A conduit 31 connects the casing of the valve 27 withthe cylinder and when the handle 28 is shifted to connect conduits 29 and 31, the exhaust from the brake cylinder on the car will pass through the conduit- 31 to the cylinder 23, raising the piston therein, and liftingthe stop 19 from position which prevents upward movement of the member 5 of the latch and at the same time lifting the key guard 17 so that the key can be inserted and engaged with the tumbler 10.

Meansare provided whereby the guard 17 and stop 19 will be retained in inoperative position, for a limited time and also for automatically returning these parts to operative position and ejecting the key that may have been inserted at the expiration of such predetermined period;

As shown, the conduit 31 has a branch 32 which comn'iunicates with the cylinder 33 of an escape valve, said cylinder being bolted, or otherwise secured, ,to a part of the latch casing. Admission of fluid to the cylinder 33 from the pipe 32 is controlled by a spring pressed valve 34 and said cylinder is provided with a vent 35. When sufficient pressure is exerted'on the piston in the cylinder 23 to move the guard 17 and stop 19 to inoperative position, the valve 34 will be lifted, the same pressure prevailing in the branch 32 and cylinder 23. However, such pressure will be gradually reduced through the vent 35 and the parts are so proportioned that the escape through this port will so reduce the pressure in the cylinder 23, that the spring 24 will return the parts to normal position after a very short, predetermined, length of time, say fifteen seconds,

As above stated, when the spring 24 returns the guard 17 and stop 19 to normal position, it also positively actuates means for ejecting the key, which has been engaged with the tumbler 10. The means for effecting this comprises a lever 36 which is fulcrumed on a. stationary support on the latch casing and is provided at its upper end with a laterally deflected slotted portion 37 into the slot in which extends a stud 38 projecting from the piston stem 22. To the lower end of the lever 36 is pivotally connected an ejecting plunger 39, which is guided in an axial passage formed in the hub of the tumbler 10. As the piston rod 22 moves upward on the admission of fluid pressure to the cylinder 23, the stud 38 thereof will rock the lever 38 so that the ejecting plunger 39 will be withdrawn from the tumbler sufficiently to permit engagement of the key therewith as soon as the guard 17 has been lifted to uncover the key slot in the escutclr eon plate and the keyhole 16. Therefore, after the parts have been thus positioned by the application of fluid pressure, an operator provided with a proper key may, for a limited period, rock the tumbler and disengage the latch from the door hasp so that the door can be moved to open. position, or sufticiently to prevent the hasp being again engaged by the latch as it is restored to nor inal position. 1

If the operator neglects to withdraw the key within such limitedperiod, the action of the spring 24 in returning the several parts to normal position will force the plunger 39 through the hub of the tumbler and positively eject the key. To assist in thus disengaging the key from the tumbler, the rear face of the escutcheon plate 14 has a recess formed therein about the key-way and the forward end wall of said recess is provided with cam surfaces with which the forward faces of the wards on the key cooperate. Such oppositely directed cam surfaces are represented. at 14, 14 in Figures 8 and 9, and it will be seen that aslight push on the inner end of the key stein will act to effect a rotary movement of the'key to bring the wards thereon into alignment with the key slot so that the key will be positively ejected before the guard 17 is restored to normal position. The cam slot 37 is so designed that on the return movement of piston rod 22 the plunger 39 will'eject key before guard 17 begins to close opening 16.

The hasp 40 is provided with an aperture ,or slot 41 adapted to receive the hook member 2 of the latch when the door is closed. Said hasp is provided atone end with a bent arm or portion which is supported on a rod 42 mounted in and extending longitudinally of a socket member 43 which is secured to the doorB and opens through the inner face thereof. A spring 44 acts to maintain the hasp in the positions shown in Figures 2, 3 and 4 in which it projects inwardly from the car door and beyond the adjacent edge thereof so that its aperture will be in alignment with the hook member 2 of the latch. However, when the hasp is disengaged from the latch, it may be turned about the rod 42 and moved longitudinally thereof against the action of the spring 44 so that it will lie entirely within the socket 43, as shown in Figure 16. i The spring 44 will retain the hasp in this position. A recess 45 is provided in one of the end walls in the socket 43 to receive the free end of the hasp when in such inoperative position. It will be noted that'when thus turned into the socket the hasp 40 will not project at all from the inner face of the door, and, therefore, will notinterfere with free movement thereof on the supporting tracks. a

Means are provided whereby when the door is open or the hasp and latch are dis engaged the opening in the end of the latch casing through which the hasp is adapted to pass is closed to prevent entrance of dirt or tampering with the latch mechanism.

As shown, this closure comprises. a member 46 which is pivotally supported at 47 adjacent the upper end of. the opening hr the latch casing, and a spring 48 is arranged V to normally hold said closure in the position shown in Figure 4, while permitting it to readily yield and swing inward as the hasp 40 contacts therewith during the closing of the door. The spring 48 surrounds a rod 49 which is pivotally connected to ears 50 on the inner face of the closure 46 and extends through a suitable guide on the latch casing. The spring is arranged between said guide and an abutment on the rod so that when the closure 46 is swung inward it will be compressed, the rod moving vertically through the guide on the latch casing, and as soon as the hasp is withdrawn from the latch casing said spring will restore the closure l6 to its normal position.

As shown, the hasp does not bear against the rear wall of the hook end of the latch member 2 when in operative position so that the latter may be readily disengaged from the latch by a very slight movement. Means are provided whereby relative movement between the hasp and latch which would tend to wear these parts is prevented. That is, means are provided whereby the door is rigidly connected with the car body so that vibration produced by the car when in motion will not act to effect relative movement between the door and car which would tend to cause the hasp to constantly rub upon the latch.

As shown, the means for thus connecting the door and car body include two hook shaped members (Figures 14 and 15) which are mounted in sockets 56 opening through the inner face of the car door and positioned above and below the hasp socket 4:8. The hooks 55 are generally similar in construction to the hasp 40, each being supported to slide and turn on a rod 57 mounted in the end walls of a socket 56 and springs 58 act to hold said hooks projected from the inner face of the door in which they will enter sockets or recesses 59 formed in the adjacent vertical wall of the door opening of the car body wall A when the door is closed. When the latch and hasp are disengaged and the door is moved slightly to the right in Figures 1 and 2, said auxiliary fastening hooks 55 may be turned into position shown in Figure 14 in which each of them will lie entirely within its socket member 56 so that they will not project beyond the inner face of the door and offer any obstruction to free sliding movement thereof.

To insure that the auxiliary hooks 55 will securely engage the frame of the door open ing, means are provided at the opposite end of the door B for exerting pressure on the door and forcing said books 55 into close engagement with the car body. These means particularly illustrated in Figures 17 to 19 inclusive. referring to which it will be seen that a plate 60 secured to the. right hand edge of the door B is provided with a cam plate or rib 61 and a lever 62 fulcrumed in a socket member 63 secured to the inner face of the car body and opening through the forward wall thereof is adapted when turned about its axis to coact with said cam plate 61 and force the door B to the left so that the auxiliary hooks 55 will enter into close engagement with the walls of the mouths of the sockets 59 in the frame of the door open ing of the car. The lever 62 is provided with a handle 64: by which it can be readily moved, and a counterweight 65 is connected therewith so that a relatively slight pull will act to move said lever to and from position where it will engage the cam 61 and when it is turned into inoperative position, shown in dotted lines, such counterweight will prevent the lever from falling outward and interfering with movement of the door.

To secure the lever 62 in operative position, a lever 66 is secured to a short shaft 67 which is journaled in bearings carried by the plate 60 and provided at one end with an eccentric 68 which extends into a socket formed in the handle lever 62 when the latter is turned into substantial horizontal, OT

contact with the walls of the body A so that these means at the right hand side of the door opening act to hold the door against lateral or longitudinal movement relative to the car body.

A lever 69 on the door is adapted to be turned across the lower portion of the lever 66 so that it cannot be readily moved outward to release the eccentric lock and permit upward movement of the lever 62. A catch lever 70 fulcrumed between ears 71. projecting forward from the car door is adapted to be turned over the lever 69 and a car seal of usual type may be secured through apertures 72 to prevent disengagement of this catch.

l/Vhile it is believed that the operation and advantages of the improvements will be understood from the foregoing description and the drawings, the operation may be briefly stated as follows:

The door B may be closed at any time and the hasp thereon engaged by the member 2 of the latch. The spring 24 maintains the latch normally in a substantial horizontal position, as shown in the drawings, but the forward hook section 2 thereof is permitted to move independently of the rear section as the hasp rides over the inclined end thereof and will be returned to normal position in engagement with said hasp by the spring 8.

h lovement of the door into position where the hasp will engage the latch will project the auxiliary securing members 55 into the sockets 56 of the car door frame and by properly manipulating the levers 62, 66 and 69, the door will be closely engaged with the car body so that it will be held from independent movement relative thereto. A car seal of the usual type is then passed through the apertures 72 and the door securely locked in closed position.

In order to open the door it is necessary lie escutcheon plate 14 so that the wards T l, at

the inner end th r 13 at the rear end of the recess or socket in the tumbler 10. limits movement of the key into the tumbler 10. It the op rator fai s to remove the key before the spring 24 becomes operative, the ejecting plunger 39 will force the keytrom engagement with the tumbler and out through the slot in the escutcheonplate.

The parts of the car lock are so designed that the door is locked at all times whether or not there is any fluid pressure in the brake system. The piston stem 22 is provided with suitable nuts, between the spring 21 and cylinder 23, by which the pressure exerted on the piston by the spring can be controlled and varied as desired. F or example, these nuts will be so adjusted as to cause the spring to exert a pressure t approximately pounds on the piston so dia a action over 35 pounds brake cylinder pressure required to move the piston to shift the guard 17 and stop 19 to inoperative position. Assuming that a brake cylinder pressure of 35 pounds is required to position the parts to permit insertion of the operating key, the

spring of the valve 34- will be adjusted to have a resistance of say pounds. As there is a spring pressure of substantially pounds acting on the piston in the cylinder this piston will gradually return to its normal position, due to the air escaping through the vent 35 of the retaining valve, the valve 34 in which will be maintained as its seat until the brake cylinder pressure is reduced to 30 pounds. As soon as this occurs. said valve 34 will be'seated and any further escape of air through port 35 prevented.

li hile it is preferred to obtain the fluid p 'sure ei'nployed tor actuatingthe means normally preventing operation of the latch by the key from the triple valve exhaust of a brake cylinder on the car, such pressure may be obtained from any other portion of the system, or from a special course of supply. It is, of course, very important that there be no interference with the brake pipe pressures or means for operating the brakes. it will be seen that before the lock can be operated the brakes must be applied and released. If the car has been standing for suiticient time to exhaust the air from the brake system, the latter must be again charged to get say 35 lbs. pressure in the will enter the grooves.

A collar 75 on the key stem will bemove piston 28 on release of the brakes. Then the brake pipe pressure is ,sutliciently reduced to cause a reapplication of the brakes and admit fluid pressure to the cylinder 23 on the release of the brakes by manipulation of the control valve lever 28. There is, of course, I always available in freight yards a source of air under pressure or the same can be supplied from a locomotive in the ordinary manner.

It will be understood that each lock of a car will be provided with means similar to those hereinbetore described and a single valve 27' may control both of such mechanisms. As described, movement of the handle 28 to one side of its normal position will actuate one of the doors through the pipe 81 and a movement to a corresponding extent in the opposite direction from such normal position will actuate the latch releasing means for the door at the opposite side of the car through the pipe 31*.

I claim:

1. The combination with a railway car equipped with air brakes, of means for locking a door of the; car, a manually operable member for actuating the locking means to unlock the door, and means preventing actuation of the locking means by said member except following. operation of the air brakes to set and release the brakes.

2. The combination with a railway car equipped with air brakes, of means for locking a door of the car-,a manually operable :iember adapted to be engaged with the locking means and operate the same to unlock the door, and means permitting engagement or" said member and means only following operation of the brake devices to set and release the brakes.

3. The combination with a railway car, of a lock for a door of the car, a key adapted to actuate said lock, and fluid pressure controlled means normally preventing actuation of the lock by the key.

4:. The combination with a railway car, of

a lock for a door of the car, a key adapted to actuate said lock, means normally preventing actuation of the look by the key, and fluid pressure actuated means for rendering said key restraining means inoperative.

5. The combination with a railway car equipped with fluid pressure brakes, of a lock for a door ofthe' car, a key adapted to release thelock, means normally preventin engagement of the key with the lock, an means controlled by pressure from the brake actuating devices for rendering the key restraining means inoperative.

6. The combination with a railway car equipped with fluid pressure brakes, of a lock for a door of the car, a key adapted to release the look, a guard member normally lock, and means whereby said guard will be rendered inoperative when the brakes are applied and released.

The combination with a railway car equipped with fluid pressure brakes, ot a lock tor a door of the car, a key adapted to release the lock, means normally preventing engagement of the key with the lock, means for rendering the key restraining means inoperative when the brakes are applied and released, and means for automatically disengaging the key from the lock and restoring said restraining means to operative position after a predetermined interval of time.

8. The combination with a railway car, of a lock for a door of the car, a manually operable member adapted to actuate the lock, means normally preventing engagement of said member with the lock,- and fluid pressure means adapted to render said restraining means inoperative tor a predetermined limited period.

9. The combination with a railway car, of a lock for a door of the car, a key adapted to actuate the lock, a movable guard plate normally preventing entrance of the key into the lock, and fluid pressure means for moving said guard to inoperative position.

10. The combination with a railway car, ota lock for a door of the car, a key adapted to actuate the lock, means normally preventing the key from engaging the lock, fluid pressure means for rendering the key restraining means inoperative, and means for restoring the key restraining means to operative position after a predetermined interval of time.

11. The combination with a railway car equipped with fluid pressure brakes, ot a lock for a door of the car, a key adapted to release said lock, means normally preventing engagement of the key with the lock and adapted to be released when the brakes are applied and released, and an escape valve connected with the fluid pressure brake system and determining the length of time within which the key may be engaged with the lock after the brakes have been applied and released.

12. The combination with a railway car equipped with fluid pressure brakes, of a lock for a door of the car, a key adapted to release said look, a guard normally preventing engagement of the key with the lock, and means for moving the guard to inoperative position including a cylinder and piston adapted to be actuated by the exhaust from a brake cylinder after the brakes are applied. I

13. The combination with a railway car equipped with fluid pressure brakes, ot a lock for a door of the car, a key adapted to release said look, a guard normally preventing engagement of the key with the lock, means acting to maintain the guard in such operative position, and fluid pressure means adapted to be connected with the exhaust passage of a brake cylinder for moving the guard to inoperative position, said means including an escape valve that determines the length of time that the guard will be inoperative.

14. The combination with a railway car equipped with fluid pressure brakes, of a lock for a door of the car, a key adapted to release said lock, a guard normally prevent-- ing engagement of the key with the lock, a spring acting to maintain the guard in operative position, and fluid pressure means adapted to be connected with the exhaust passage oi a brake cylinder for moving the guard to inoperative position.

15. The combination with railway car equipped with fluid pressure brakes, or a lock for a door or the car, a key adapted to release said look, a movable guard normally preventin engagement of the key with the lock, a spring acting to hold-the guard in operative position, and fluid pressure means including a cylinder adapted to be connected at will with the exhaust from a triple valve of the car and a piston connected with the guard, whereby the latter will be moved to inoperative position when the car brakes are applied and released, said fluid pressure means including a spring controlled escape valve tor determining the length of time that the guard will be inoperative.

16. The combination with a railway car equipped with fluid pressure brakes, of a lock for a door of the car, a key adapted to release said lock, means normally preventing engagement otthe key with the lock adapted to be released when the brakes are applied and released, and a spring actuated plunger adapted to disengage the key from the lock after a predetermined interval 01. time.

17. The combination with a railway car equipped with fluid pressure brakes, ot a lock for a door of the car, a key adapted to release said lock, means normally preventing engagement of the key with the lock adapted to be released when the brakes are applied and released, and means for automatically disengaging the key from the lock and restoring the guard to operative position after a predetermined interval of time.

18. The combination with a railway car provided with fluid pressure brakes, or a lock for a door of the car, a key adapted to release said look, a movable guard normally preventing engagement of the key with the lock, a spring acting to hold said guard in operative position, means actuated by exhaust from a brake cylinder for movingthe guard in opposition to said spring when the brakes are applied and released, means rendering said fluid pressure devices inoperative after a predetermined length oftime, and means actuated by said spring for positively disengaging the key from the lock prior to the guard being restored to operative position.

19. The combination with a railway oar equipped with fluid pressure brakes, of a lock for the door or" the car, a key adapted to release said lock, a guard normally preventing engagement of the key with the lock, a cylinder adapted to be connected with the exhaust pasi'age of a triple valve in the brake system, a piston in said cylinder having its stem project-ing there'l'rom, means connecting said piston stem with the key guard, a spring cooperating with said stem to move it in opposition to the fluid pro.- sure acting on its piston, a key disengaging pin movable in a path substantially at right angles to the path or" movement of the guard, and a lever'c-onnecting said pin with said piston stem, whereby the key will be automatically disengaged from the lock the guard is returned to operative position.

20. The combination with a railway car provided with fluid pressure brakes, of means for locking a ooor oi": the car comprising a hasp mounted on the door and a pivotally mounted lever on the car body adapted to engage said hasp, a key adapted to rock said lever from engagement with the hasp, means normally preventing engagement of the key with said lever, and means controlled by the brake devices of the car for rendering the key restraining means inoperative when the brakes are applied and released.

21. The combination with a railway car provided with fluid pressure brakes, of a lock for a door of the car comprising a lever pivotally mounted'on the car body and a hasp mounted on the door in position to be engaged by said lever when thedoor is closed, said hasp being supported to be adjusted into a recess within the door whereby it will not project from the inner face thereof, key adapted to rock the lever from engagement with the hasp, and means normallyv preventing engagement of the key with said lever and adapted to berendered inoperative when the brakes are applied and 7 released.

The combination with a railway car equipped with fluid pressure brakes, of a loci. for door of the car comprising a lever pivotally mounted on the car body and a hasp supported by the car door and normally projecting from the inner face thereof and beyond the adjacent ecge oi the door into position to be engaged by said lever when the door is closed, said hasp being mounted to slide and turn on a rod positioned within a recess opening through the inner faceot the door whereby the hasp may be adjusted to lie wholly within said recess, a key adapt-- ed to rock thelever from engagement with the hasp and adapted to be rendered inoperative when the brakes are applied and released.

23. The combination with a railway car equipped with fluid pressure brakes, of a lock for a door of the car comprising a hook lever fulcrumed on the car body and a hasp supported by the car door andadapted to engage said lever when the door is closed, an iliary fastening means between the door and car body adapted to prevent movement of the beep relative to the lever, a key adapted to positively rock the lever from engagement 'with the beep, and means normally preventing engagement of the key and said lever and adapted to be automatically released when the car brakes are applied and released.

24. The combination with a railway car equipped with fluid pressure brakes,ot a lock for a door ofthe car comprising a latch pivotally mounted on the car body anda hasp supported by the car door and adapted to engage said latch when the door isclosed, a key adapted to rock the latch from engage ment with the. hasp, a stop normally preventing movement of the latch from the hasp, and means whereby said stop is moved to inoperative position when the brakes are ap plied and released 25. The combination with a railway car equipped with fluid pressure brakes, of a lock for a door of the car comprisinga ha carried by the door anda latch including two relatively movable members on of which. is adapted to engage said hasp when the door .is closed, said members being adapted to move together about the pivotal connection with the car in a direction to disengage the hasp, a key adapted to actuate the latch to disengage the hasp, a stop normally preventing movement of the latch from engagement with the hasp, and means for moving the stop to inoperative position when the brakes are applied and released.

26. The combination with a railway car equipped with fluid pressure brakes, oi? a lock for a door ofthe car comprising a hasp carried by the door and a latch including two relatively movable members one of which is adapted to engage said hasp when the door is closed, a spring operating to maintain the hasp engaging member of the latch in operative position, said la ch members being mov able together about their pivotal connection with the car in a direction to disengage thev hasp, a key adapted to rock the latch to release the hasp, a stop normally preventing disengaging movement of the latch, and

meansvfor rendering said step inoperative when the brakes are applied and released.

27. The combination with a railway car equipped with fluid pressure brakes, of a lock for a door of the carcomprising a latch pivotally mounted on the car body and a hasp lit) lit)

supported by the car door and adapted to engage said latch when the door is closed, means for connecting the car door to the body to prevent relative movement between the latch and hasp when the door is closed a key adapted to rock the latch from engagement with the hasp, a stop normally preven ing rocking of the latch to release the hasp, and means tor shifting the stop to inoperative position when the brakes are applied and released.

28. The combination with a railway car equipped with fluid pressure brakes, of a lock for a door or the ar comprising a slotted hasp supported by the car door and a latch pivotally mounted in the car body and having a hook end adaptedto enter the slot in the hasp when the door is closed, means connecting the car door and body to hold the latch hook out of contact with the ends oi the slot in the hasp, when engaged therewith, a key adapted to rock the latch from engagement with the hasp, a stop normally preventing such movement of the latch, and n'ieans for automatically moving said stop to inoperative position when the brakes are applied and released.

29. The combination with a railway car equipped. with fluid pressure brakes, ot a lock for a door of the car comprising a latch movably supported on the car body and a hasp supported by the car door and adapted to be engaged by the latch when the door is closed, hook shaped members supported by the door above and below the hasp and adaoted to engage sockets or recesses formed in the body of the car at the side of the door opening therein adjacent the latch when the door is closed, means mounted on the car body at the opposite side of the door opening and adapted to cooperate with the ooor to ell'ect close engagement of said hooks with the car body when the door is closed, whereby the hasp and latch will be held out of contact in the direction of the length of the hasp when the door is closed, a key adapted to move the latch from engagement with the hasp, a stop normally preventing such movementot the latch, and means for moving the stop to an inoperative position when the brakes are applied and released.

30. The combi ation with a railway car equipped with tluid pressure brakes, of a lock for a door or" the car comprising a latch pivotally mounted on the car body and a hasp supported by the car door and adapted to engage said latch when the door isclosed, hooks s pported in sockets opening through the inner face of the door above and below he hasp and adapted to enter corresponding sockets in the face of the door opening adjacent the latch when the door is closed, means on the car body at the opposite side of the door opening adapted to exert a wedging action on the door and force said hooks into close engagement with the c-arbody, a key adapted to rock the latch from engagement with the hasp, and means normally preventing actuation of the latch by the key and adapted to be rendered inoperative when the car brakes are applied and released 31. The combination with a railway car having an opening formed in one of its side walls, a door supported to slide over said opening, a lock comprising a latch pivotally mounted on the car body and a hasp arranged on the inner side of the door and adapted to engage said latch, hooks projecting from the inner face of the door above and below the hasp and adapted to enter recesses or sockets formed in one of the ver tical walls of the opening in the car body, a lever tulcrumed on the car body at the opposite end of the door opening and adapted to exert a camming action on the door to effect close engagement of said hooks with the aforesaid sockets or recesses'when it'is turned about its fulcrum, and means for locking said lever in such operative position.

32. The combination with a railway car having an opening formed in one of its vertical walls, a door supported to slide over said opening, a lock comprising a latch pivotally mounted on the car body at one side of said opening and a hasp carried by the door and adapted to engage said latch when the door is closed, said hasp being supported to move to and from the edge of the. door adjacent said latch and also to be turned into a socket opening through the inner face 01 the door, hook shaped members supported in sockets formed in the inner taceot the door above and below the hasp, and adapted to be positioned entirely within said sockets or caused to projectbeyond the inner face of the door and into position to enter recesses formed in the adjacent vertical wall of the car door opening, a lever tulcrumed on the car body at the opposite side or the door opening from the latch and adapted, when turned about its pivot to exert a camming action on the door to eiiect close engagement of the said hook members on the door with the car body, and means for securing said lever in operative position.

33. The combination with a railway car having a door opening formed in one of its vertical walls, a door supported to slide across said opening, a latch pivotally arranged within a casing secured to the inner face of the car body at one side of the'door opening, a hasp on the door adapted to pass through an opening in said casing and en gage the latch therein when the door is closed, a spring actuated member normally closing the opening in the latch casing through which the hasp is adapted to pass a key adapted to rock the latch from engagement with the hasp, a stop normally preventing such movement of the latch, and fluid loo llu

llfx

pressure means adapted to move said stop to an inoperative position. v I

34'. The combination with a railway car having a door opening formed in one of its vertical walls, a' door supported to slide across said opening, a latch pivotally arranged within a casing secured to the inner face of the car body at one side of the door opening, a hasp on the door adapted to pass through an opening in said latch casing and engage the latch therein when the door is closed, a closure for said hasp receiving opening in the latch casing comprising a member pivotally supported in said opening and having a rearwardly projecting lug thereon, a rod pivotally connected to said lug and extending through a guide on the latch casing, a spring surrounding said rod andnormally acting to hold the closure in position to prevent entrance of foreign substances into the latch casing, and means for turning the latch to disengage it from the hasp.

35. The combination with a railway car having an opening in one of its vertical walls,

' a door supported to slide over said opening,

a latch pivotally mounted on the car body at one side of the door opening, a hasp connected with the door and adapted to engage the latch when the door is in closed position, the door being provided on its inner face above and below said hasp with recesses or sockets, a hook shaped member supported in each of said sockets and adapted to be positioned to lie entirely within said sockets or to'extend inwardly from the inner face of the door, the adjacent wall of thedoor opening in the car body being provided with sockets to receive said hook members when they are in the last named position and the door is closed, the edge of the door opposite that from which the hasp projects being provided with a cam surface, a lever fulcrumed on the car body and adaptedto engage said cam surface on the door when turned about its fulcrum, means for securing such lever in the last named position, and means for rocking the latch to disengage it from the hasp.

36. The combination with a railway car having an opening formed in one of its vertical walls, and .a door supported to slide over said opening, of means adjacent one end of the door adapted to cooperate with the car body to limit sliding movement of the door relative to the car in one direction and lattical walls, and a door supported to slide over said opening, of means adjacent one end of the door adapted'to cooperate with the car body tolimit sliding movement of the door relative to the car in one direction and lateral outward movement of the adjacent edge of the door relative to the car, and means adapted, when the door isin closed position, to be adjusted to exert pressure on the door to maintain engagement of the aforesaid cooperating means on the car and door and to resist both sliding movement of the door in the opposite direction andoutward movement of the door relative to the car.

38. The combination with a railway car having an opening formed in one of its vertical walls, and a door supported to slide over said opening, of means adjacent one end of the door adapted to cooperate with the car body to limit sliding movement of the door relative to the car in one direction and lateral outward movement of the adjacent edge of the door relative to the car, and, a member pivotally mounted on the car body and adapted, when the door is in closed position,

to be turned to extend transversely of the thickness of the door, said member and door being provided, with contacting surfaces, whereby when the member is turned to extend transversely of the door the aforesaid cooperating means on the car and door will be maintained in operative relation and slid ing movement of the door in the opposite di- ,rection positively prevented.

39. The combination with a railway car having 'an opening formed in one of its vertical walls, and a door supported to slide over said opening, of means for positively limiting sliding movement of the door in one direction, a member fulcrumed on the car body and adapted when the door'is in closed position to beturned to extend transversely of the thickness of the door,-a cam surface on the door projecting into the path of said member whereby as the latter is turned to extend transversely of the door the latter will be forced into close engagement with the aforesaid stop means, and means cooperating with said member for forcing the door laterally into close contact with the car.

40.. The combination with a railway car having an opening formed in one of its vertical walls,'and a door supported to slide over said opening, of means for positively limiting sliding movement of the door in one direction, a member fulcrumed on the car body and adapted when the door is in closed position to be turned to extend transversely of the thickness of the door, a cam surface on the door projecting into the path of said member whereby as the latter is turned to extend transversely of the door the latter will be forced into close engagement with the aforesaid stop means, and means pivotally mounted on the door and adapted to cooperate with said member to force the door laterally into close contact with the car.

:1. The combination with a railway car having an opening formed in one of its vertical walls, and a door supported to slide over said opening, of means for positively limiting sliding movement of the door in one direction, a member fulcrumed on the car body and adapted when the door is in closed position to be turned to extend transversely of a vertical edge of the door, a cam surface on said edge of the door projecting into the path of said member whereby as the latter is turned to extend across said edge of the door the door will be given a limited sliding movement-and the aforesaid step means be rendered operative, and means cooperating with the pivoted locking member for forcing the door laterally into close contact with the car.

The combination with a railway car having an opening in one of its vertical walls, and a door supported to slide over said opening, of means within the car, at one side of said opening, for locking the door against sliding movement in either direction, means on the inside of the door adjacent one edge thereof adapted to cooperate with the car body to prevent movement of the door outward from the car, and means for positively forcing the door against the wall of the car adjacent the other edge of the door including a pivotally mounted member adapted to be turned to extend transversely of the thickness of the door and to be secured in such position.

43. The combination with a wall provided with an opening and a door adapted to close said opening, of a fastening comprising a member pivotally connected with the wall and adapted to be positioned to extend from the wall across an edge of the door and to cooperate with the door to positively force it into closed position, and means on the outer face of the door for securing said member in its extended position.

The combination with a wall provided with an opening and a door adapted ,to close said opening, of a fastening comprising a member connected with the wall and adapt ed to be positioned to extend from the wall transversely of the thickness of the door, means carried by the door and cooperating with said member when extended from the wall, and a lever mounted on .the door and adapted to engage said wall member and maintain it in extended position.

45. The combination with a wall provided with an opening and a door adapted to close said opening, of a fastening comprising a member connected with the wall and adapted to be positioned to extend from the wall transversely of the thickness of the door, a cam carried by the. door adapted to be engaged by said wall member, as the latter is turned to its extended position, whereby the door will be forced into close engagement with the wall, and means for securing the wall member in its extended position.

a6. The combination with a railway car door of a fastener member attached to the body of'the car and adapted to be projected therefrom to extend transversely of the thickness of a door of the car, means secured to the car door and adapted to cooperate with said member to positively force'the door toward the car body when said member is in its projected position, and means for securing said parts'i'n such adjusted relation.

In testimony whereof I have hereunto set my hand.

JAMES AMOS HICKS. 

